VEHICLE STARTING SYSTEM, REMOTE CONTROL SYSTEM, INTEGRATED TRAIN MANAGEMENT SYSTEM, AND AUTOMATIC TRAIN CONTROLLER
A vehicle starting system according to the present invention includes: an ATC as an automatic train controller that, on the basis of a start instruction received from an OCC as a central command device on the ground, starts a TCMS as an integrated train management system mounted on a train; and the TCMS performs control to supply power to a first vehicle device, and further performs control to supply power to a second vehicle device by raising a pantograph and then closing a VCB as a vacuum circuit breaker, and converting a voltage of alternating-current power acquired from an overhead contact line via the pantograph and the VCB.
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The present invention relates to a vehicle starting system, a remote control system, an integrated train management system, an automatic train controller, and a vehicle starting method.
BACKGROUNDConventionally, traveling of trains has been automatically controlled by operation management apparatuses on the ground. Specifically, such an operation management apparatus is connected to an on-board transmission device via a wireless network, and transmits a command for controlling a train. A train travel control function unit on the train controls traveling of the train on the basis of the command transmitted from the operation management apparatus. Such a technique is disclosed in Patent Literature 1.
CITATION LIST Patent LiteraturePatent Literature 1: Japanese Patent Application Laid-open No. 2013-132980
SUMMARY Technical ProblemHowever, according to the above-described conventional technique, the operation management apparatus cannot start a system on the train when starting operation of the train. Therefore, there is the following problem: when starting the operation of the train, it is necessary for an operator to start a train system by pressing a start button on a cab of a vehicle, which is troublesome.
The present invention has been made in view of the above, and an object thereof is to provide a vehicle starting system that receives an instruction from the ground to make a train operable.
Solution to ProblemTo solve the above problems and achieve the object, a vehicle starting system according to the present invention includes: an automatic train controller to start an integrated train management system mounted on a train on a basis of a start instruction received from a central command device on ground; and the integrated train management system to perform control to supply power to a first vehicle device, and to further perform control to supply power to a second vehicle device by raising a pantograph and then closing a circuit breaker, and converting a voltage of alternating-current power acquired from an overhead contact line via the pantograph and the circuit breaker.
Advantageous Effects of InventionAccording to the present invention, the vehicle starting system achieves an effect of receiving an instruction from the ground to make a train operable.
Hereinafter, a vehicle starting system, a remote control system, an integrated train management system, an automatic train controller, and a vehicle starting method according to an embodiment of the present invention will be described in detail with reference to the drawings. The present invention is not limited to the embodiment.
EmbodimentIn
The vehicle starting system 4 includes: automatic train controls (ATCs) 5-1 and 5-6; a train control and monitoring system (TCMS) 6; direct-current power supplies 7-3 and 7-4; pantographs 10-2 and 10-5; vacuum circuit breakers (VCBs) 11-2 and 11-5; static inverters (SIVs) 12-2 and 12-5; and converter inverters (CIs) 13-1 and 13-6.
The ATCs 5-1 and 5-6 are automatic train controllers that: start the TCMS 6 mounted on the train 3 when receiving the start instruction by wireless communication from the OCC 2; and stop supply of power to the TCMS 6 when receiving the stop instruction from the OCC 2. The ATCs 5-1 and 5-6 have the same configuration. When the ATCs 5-1 and 5-6 are not distinguished from each other, they may be referred to as the ATC 5.
The TCMS 6 is an integrated train management system that, when started by the control of the ATC 5, supplies power to each vehicle device to power ON each vehicle device, thereby making the train 3 operable. In addition, when the TCMS 6 receives the stop instruction from the OCC 2 via the ATC 5, the TCMS 6 stops supply of power to each vehicle device to power OFF each vehicle device, and also powers OFF the TCMS 6 to stop the train 3.
The TCMS 6 includes: communication nodes (CNs) 21-1 to 21-6 and 21-11 to 21-16; central control units (CCUs) 23-1 and 23-6; video display units (VDUs) 24-1 and 24-6; and remote input/output units (RIOs) 25-1 to 25-6 and 25-11 to 25-16. In the TCMS 6, respective components are connected within a vehicle or between vehicles by an Ethernet (registered trademark) network.
The CNs 21-1 to 21-6 and 21-11 to 21-16 constitute a TCMS network 27 that meets the Ethernet standard. As indicated by a thick line in
The CCUs 23-1 and 23-6 are first controllers that control an operation of each component of the TCMS 6 and monitor each vehicle device connected to the TCMS 6 to control an operation thereof. One of the CCUs 23-1 and 23-6 is mounted on a vehicle that is a leading vehicle of the train 3, and the other thereof is mounted on a vehicle that is a trailing vehicle of the train 3. The CCUs 23-1 and 23-6 have the same configuration. When the CCUs 23-1 and 23-6 are not distinguished from each other, they may be referred to as the CCU 23.
The VDUs 24-1 and 24-6 are display units that display, to a user, for example, a train operator, information necessary for operation of the train 3. The VDUs 24-1 and 24-6 are mounted on a vehicle that is a leading vehicle or a trailing vehicle of the train 3. The VDUs 24-1 and 24-6 have the same configuration. When the VDUs 24-1 and 24-6 are not distinguished from each other, they may be referred to as the VDU 24.
The RIOs 25-1 to 25-6 and 25-11 to 25-16 are signal input/output units that input/output signals to and from each vehicle device. The RIOs 25-1 to 25-6 and 25-11 to 25-16 may have different configurations depending on a vehicle device to be connected. When the RIOs 25-1 to 25-6 and 25-11 to 25-16 are not distinguished from each other, they may be referred to as the RIO 25.
In the TCMS 6, the CCU 23 communicates with a vehicle device via one or more CNs 21; or, one or more CNs 21 and RIOs 25.
The direct-current power supply 7-3 includes a battery charger (BCG) 8-3 and a battery 9-3. The direct-current power supply 7-4 includes a battery charger (BCG) 8-4 and a battery 9-4. When the direct-current power supplies 7-3 and 7-4 are not distinguished from each other, they may be referred to as the direct-current power supply 7; when the BCGs 8-3 and 8-4 are not distinguished from each other, they may be referred to as the BCG 8; and when the batteries 9-3 and 9-4 are not distinguished from each other, they may be referred to as the battery 9. As described in more detail below, the BCG 8 converts low-voltage alternating-current power, which is obtained by converting high-voltage alternating-current power obtained from an overhead contact line, into direct-current power, and charges the battery 9. In the direct-current power supply 7, with the use of the direct-current power charged in the battery 9, the BCG 8 always supplies power to a power line D2 that supplies power to the ATC 5. With the use of the direct-current power charged in the battery 9, the BCG 8 supplies power to a power line D3 that supplies power to the TCMS 6 and stops the supply of power to the power line D3 on the basis of the control of the ATC 5. The power line D3 is a second power line. With the use of the direct-current power charged in the battery 9, the BCG 8 supplies power to a power line D1 that supplies power to a vehicle device, and stops the supply of power to the power line D1 on the basis of the control of the CCU 23. The power line D1 is a first power line.
The pantographs 10-2 and 10-5 are current collectors that are controlled to be raised by the CCU 23. Specifically, current collecting portions thereof to be brought into contact with an overhead contact line (not illustrated) are pressed against the overhead contact line, thereby collecting alternating-current power from the overhead contact line. When the pantographs 10-2 and 10-5 are not distinguished from each other, they may be referred to as the pantograph 10.
The VCBs 11-2 and 11-5 are circuit breakers, specifically, vacuum circuit breakers that perform, between the pantograph 10 and a main transformer described later, connection and disconnection of the pantograph 10 and the main transformer. When an abnormality in a vehicle device in the vehicle, an abnormal voltage in the overhead contact line, or the like is detected, the VCBs 11-2 and 11-5 disconnect the pantograph 10 and the main transformer from each other, thereby interrupting high-voltage alternating-current power from the overhead contact line. When the VCBs 11-2 and 11-5 are not distinguished from each other, they may be referred to as the VCB 11.
The SIVs 12-2 and 12-5 are inverters that convert high-voltage alternating-current power into low-voltage alternating-current power. The SIVs 12-2 and 12-5 are first vehicle devices. When the SIVs 12-2 and 12-5 are not distinguished from each other, they may be referred to as the SIV 12.
The CIs 13-1 and 13-6 convert high-voltage alternating-current power into a voltage used in a vehicle device such as a motor that drives the wheels of a train. The CIs 13-1 and 13-6 are first vehicle devices. When the CIs 13-1 and 13-6 are not distinguished from each other, they may be referred to as the CI 13.
In
The TCMS 6 includes the CN 21, the CCU 23, and the RIO 25. In
Next, operations by the remote control system 1 performed before the train 3 is made operable will be described.
In the TCMS 6, when the CCU 23 is started by the control of the ATC 5, the CCU 23 turns ON a vehicle device control power supply (Step S3). In
The CCU 23 raises the pantograph 10 via one or more CNs 21 and RIOs 25, in particular, the CCU 23 raises the current collecting portion of the pantograph 10 to bring the current collecting portion into contact with the overhead contact line (Step S4). In
Regarding operations by the remote control system 1 performed when operation of the train 3 is stopped, processes are performed in a reverse flow to the above-described operations performed before the operation is started.
In the TCMS 6, the CCU 23 acquires the stop instruction via the communicator 51 of the ATC 5 and the CN 21. The CCU 23 opens the VCB 11, that is, puts the VCB 11 into an open state, via one or more CNs 21 and RIOs 25 (Step S13). In
The CCU 23 turns OFF the vehicle device control power supply (Step S16). In
In the ATC 5, the controller 52 causes the BCG 8 of direct-current power supply 7 to stop the supply of power to the power line D3 after the operation of the TCMS 6 is stopped, that is, after the powering OFF of the TCMS 6, or after the elapse of prescribed second time from the transfer of the stop instruction to the TCMS 6 (Step S18). Note that the following formula is established: the second time>the first time.
Each operation of the TCMS 6 and the ATC 5 will be described using flowcharts.
Next, a hardware configuration of the TCMS 6 will be described. In the TCMS 6, the CN 21 is an interface circuit capable of transmitting and receiving Ethernet frames. The VDU 24 is a display such as a liquid crystal display (LCD). The RIO 25 is an RIO circuit, that is, a serial/parallel conversion circuit. The CCU 23 is realized by a processing circuit. That is, the TCMS 6 includes a processing circuit that can start the train 3 to make the train 3 operable and can power OFF the vehicle device when stopping the operation of the train 3. The processing circuit may be a memory and a processor that executes a program stored in the memory, or may be dedicated hardware.
Here, the processor 91 may be a central processing unit (CPU), a processing device, an arithmetic device, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. The memory 92 corresponds to, for example, a non-volatile or volatile semiconductor memory such as a random access memory (RAM), a read only memory (ROM), a flash memory, an erasable programmable ROM (EPROM), or an electrically EPROM (EEPROM (registered trademark)), a magnetic disk, a flexible disk, an optical disk, a compact disc, a mini disk, or a digital versatile disc (DVD).
A part of the functions of the TCMS 6 may be realized by dedicated hardware and another part thereof may be realized by software or firmware. Thus, the processing circuit can realize each of the above-described functions by dedicated hardware, software, firmware, or a combination thereof.
The hardware configuration of the TCMS 6 has been described. A hardware configuration of the ATC 5 is similar thereto. In the ATC 5, the communicator 51 is an interface circuit capable of communicating with the OCC 2 and the TCMS 6. The controller 52 is realized by a processing circuit. The processing circuit may similarly be the processor 91 that executes a program stored in the memory 92 and the memory 92 as illustrated in
As described above, according to the present embodiment, the ATC 5 starts the TCMS 6 on the basis of the start instruction from the OCC 2 in the remote control system 1. The TCMS 6 thus started supplies power to each vehicle device. Thus, the remote control system 1 can receive an instruction from the OCC 2 on the ground to make the train 3 operable. In addition, in the remote control system 1, the TCMS 6 stops the supply of power to each vehicle device on the basis of the stop instruction from the OCC 2, and then powers OFF the TCMS 6. Then, the ATC 5 stops the supply of power to the TCMS 6. Thus, the remote control system 1 can receive an instruction from the OCC 2 on the ground to stop the train 3.
The configurations described in the embodiment above are merely examples of the content of the present invention and can be combined with other known technology and part thereof can be omitted or modified without departing from the gist of the present invention.
REFERENCE SIGNS LIST
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- 1 remote control system; 2 OCC; 3 train; 3-1 to 3-6 vehicle; 4 vehicle starting system; 5, 5-1, 5-6 ATC; 6 TCMS; 7-3, 7-4 direct-current power supply; 8-3, 8-4 BCG; 9-3, 9-4 battery; 10, 10-2, 10-5 pantograph; 11, 11-2, 11-5 VCB; 12-2, 12-5 SIV; 13-1, 13-3, 13-4, 13-6 CI; 14-2, 14-5 main transformer; 15 power converter; 16 vehicle device; 21, 21-1 to 21-6, 21-11 to 21-16 CN; 23, 23-1, 23-6 CCU; 24-1, 24-6 VDU; 25, 25-1 to 25-6, 25-11 to 25-16 RIO; 27 TCMS network; 31, 51 communicator; 52 controller.
Claims
1. A vehicle starting system comprising:
- an automatic train controller to start an integrated train management system mounted on a train, by controlling to supply power to the integrated train management system from a direct-current power supply on a basis of a start instruction received from a central command device on ground; and
- the integrated train management system to perform control to supply power to a first vehicle device, and to further perform control to supply power to a second vehicle device by raising a pantograph and then closing a circuit breaker, and converting a voltage of alternating-current power acquired from an overhead contact line via the pantograph and the circuit breaker.
2. The vehicle starting system according to claim 1, wherein
- the integrated train management system comprises:
- a first communicator to communicate with the automatic train controller; and
- a first controller to, after starting by control of the automatic train controller, supply power from the direct-current power supply to a first power line that supplies power to the first vehicle device, and to further supply power to the second vehicle device by raising the pantograph, closing the circuit breaker, and causing a power converter to convert a voltage of alternating-current power acquired from the overhead contact line via the pantograph and the circuit breaker.
3. The vehicle starting system according to claim 2, wherein
- the automatic train controller comprises:
- a second communicator to receive the start instruction from the central command device; and
- a second controller to, when the start instruction is received by the second communicator, supply power from the direct-current power supply to a second power line that supplies power to the integrated train management system.
4. The vehicle starting system according to claim 3, wherein
- in a case where a stop instruction is transmitted from the central command device,
- when the first controller acquires the stop instruction via the second communicator and the first communicator, the first controller stops supply of power to the second vehicle device by opening the circuit breaker to stop a conversion process performed by the power converter, lowers the pantograph, and further stops supply of power from the direct-current power supply to the first power line to thereby stop an operation of the integrated train management system, and
- after the operation of the integrated train management system is stopped, the second controller stops supply of power from the direct-current power supply to the second power line.
5. A remote control system comprising:
- the vehicle starting system according to claim 4; and
- a central command device to transmit a start instruction and a stop instruction to the vehicle starting system.
6. An integrated train management system that constitutes a vehicle starting system together with an automatic train controller, the integrated train management system comprising:
- a first communicator to communicate with the automatic train controller; and
- a first controller to, when starts by control of the automatic train controller received a start instruction from a central command device on ground, supply power from a direct-current power supply to a first power line that supplies power to a first vehicle device, and to further supply power to a second vehicle device by raising a pantograph, closing a circuit breaker, and causing the power converter to convert a voltage of alternating-current power acquired from an overhead contact line via the pantograph and the circuit breaker.
7. The integrated train management system according to claim 6, wherein
- in a case where a stop instruction is transmitted from the central command device on ground,
- when the first controller acquires the stop instruction via the automatic train controller and the first communicator, the first controller stops supply of power to the second vehicle device by opening the circuit breaker to stop a conversion process performed by the power converter, lowers the pantograph, and further stops supply of power from the direct-current power supply to the first power line to thereby stop an operation of the integrated train management system.
8. An automatic train controller that constitutes a vehicle starting system together with an integrated train management system, the controller comprising:
- a second communicator to receive a start instruction from a central command device on ground; and
- a second controller to, when the start instruction is received by the second communicator, supply power from a direct-current power supply to a second power line that supplies power to the integrated train management system.
9. The automatic train controller according to claim 8, wherein
- in a case where a stop instruction is transmitted from the central command device,
- after an operation of the integrated train management system is stopped, the second controller stops supply of power from the direct-current power supply to the second power line.
10. (canceled)
Type: Application
Filed: Jun 16, 2017
Publication Date: Jun 25, 2020
Applicant: Mitsubishi Electric Corporation (Chiyoda-ku, Tokyo)
Inventors: Ryosuke GOTO (Tokyo), Yoshihito TAKIGAWA (Tokyo)
Application Number: 16/621,047